Compressed gas container as frame of vehicle

ABSTRACT

A hybrid hydraulic power transmission system for all terrestrial&#39;s vehicles comprises a prime mover and an accumulator which could also be used as the main load bearing full or partial frame for all those vehicles. A hydraulic power integrator is operatively connected to the prime mover and the accumulator and selectively able to draw power for the vehicle from the prime mover, the accumulator, or a combination thereof.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.12/804,240, filed Jul. 19, 2010, issued now as U.S. Pat. No. 8,079,437,which is a continuation-in-part of U.S. patent application Ser. No.12/313,046, filed Nov. 17, 2008 now abandoned, the entire disclosures ofwhich are incorporated herein by reference for all purposes.

FIELD AND BACKGROUND OF THE INVENTION

The invention relates to a hybrid hydraulic drive system for all typesof terrestrial vehicles, including vehicles running on rails, using asprime mover, any rotational device able to give an output torque. Avariable hydraulic pump may be connected to the prime mover and acts asa “power integrator”, receiving hydraulic power from the accumulator,mechanical power from the prime mover, or a combination thereof, tosupply the desired flow and necessary pressure to the hydraulic motorsduring operation. A second variable pump reloads the accumulator withthe remnant power available, if any, during the whole cycle. Theaccumulator may be quite large and may also be used partially ortotally, as the main load bearing full frame for all terrestrialvehicles. The braking energy may be returned to the accumulator. Thewhole vehicle is controlled by electronics, and in one embodiment usesonly one joystick or pedal to control speed, direction, acceleration,braking and in some cases including steering.

The present invention thus relates to a series hybrid hydraulic drivesystem than can be applied with advantage to all terrestrial vehicles,with or without rails, including but not limited to industrial,commercial and military applications as well as to passenger vehicles.The prime mover, typically, but not necessarily, a conventional motorsuch as an internal combustion engine, or an electrical motor, are usedto their maximum efficiency when running.

An accumulator, which is a device that operates as an energy storagedevice or storage reservoir for energy, is provided on the vehicle andis positioned as the load bearing frame of a vehicle, reloading when thevehicle is braking and/or when the prime mover is running and there isadditional energy from the prime mover, and/or the accumulator isproviding energy.

Hybrid hydraulic regenerative drive systems are known and have beenapplied to motor vehicles in the past. Parallel hydraulic systems arealso available and have been successful in harnessing the braking energyof the vehicle and storing it in an accumulator, to be used toaccelerate the vehicle and thereby provide acceptable energy savings.

The parallel hydraulic system may be used as an add-on on vehicles anddoes not necessarily address or solve the full energy consumption issuesof those vehicles.

The conventional series hybrid hydraulic systems go beyond the parallelsystem, but lack a good and precise flow control speed. They have notsolved, at low or acceptable cost, the recharge of the accumulator usingthe extra power of the prime mover when this is available.

Both the parallel and the series solutions and devices have a verysignificant handicap: steel accumulators can weigh more than fifty (50)times the weight of a lead-acid battery per unit of stored energy. Whenfiber made accumulators are used, the weight differential is stillsignificant and can be about 12 to 1, but the price of making such asdevice increases greatly, making it in effect economically unfeasible.As a result, all or most, accumulators used for present hybrid hydraulicapplications are generally quite small and may be usable only for shortcycles, mainly for brake energy recuperation and release.

Both the parallel and series solutions, have major difficulties when thevehicle becomes larger in weight and/or dimension, almost all effortshave been devoted to automobiles, whereas the applicant solution isideal for all applications, specially large vehicles either on wheels,tracks, tires or rail.

Furthermore, the scenario described above does not allow for thosehydraulic systems to actually stop the engine, or the prime mover, whenthe accumulator is full and has energy available to propel the vehicle,as the vehicle will only run for a few seconds with the relatively smallenergy content of the accumulator. The presently available hydraulicsystems, with few exceptions, are not configured or built to allow forthis type of dual operating mode.

One aspect of this invention is therefore to address the limitations ofthe prior art systems by using a simpler and less expensive system, aswell being able to not only significantly increase the efficiency of allterrestrial vehicles, but also to cut substantially their emissions.

In this specification, the term accumulator as the “frame” should bebroadly interpreted to mean not only a single support frame for avehicle but also could be a support frame having multiple tubular ofequal or different dimensions and other components each tied together.Furthermore, in this specification the term “vehicle” also includestransportation, construction, industrial, mining and military movingdevices, and other types of moving machinery.

SUMMARY OF THE INVENTION

According to one aspect of the invention, there is provided a hybridhydraulic power system comprising: a prime mover; an accumulator formingthe main frame of the vehicle; and a power integrator operativelyconnected to the prime mover and the accumulator and selectively able todraw power for the vehicle from the prime mover, the accumulator, or acombination thereof.

The hybrid power system may further comprise at least one hydraulicmotor, the hydraulic motor being driven by stored energy in theaccumulator when the power integrator receives power only from theaccumulator.

The hybrid power system may preferably comprise a unidirectionalcoupling, between the prime mover and the power integrator, theunidirectional coupling allowing torque to travel in one direction only,from the prime mover to the power integrator, and freewheeling when theprime mover is at a standstill and the power integrator is running.

A variable charge pump may be mounted on a shaft driven by the primemover; the charge pump operating to recharge the accumulator withadditional available power from the prime mover and/or the accumulatorwhen it is running.

Preferably, there is a driver interface for controlling speed,acceleration and braking, the interface being selected .from one or moreof a pedal and a joystick. A controller is provided for receivinginformation from the system and utilizing such information to regulatethe power integrator, charge pump and valves.

The prime mover may be <50% smaller than a corresponding prime moverwould require in an equivalent vehicle with similar specificationswithout the applicant hydraulic system.

In a preferred embodiment, the vehicle frame is the entire accumulator.The accumulator may be comprised of one or more tubing or pipe of thesame or different sizes tied together to form the frame of the vehicle.

According to another aspect of the invention, there is provided a hybridpower system for a vehicle, the hybrid power system comprising: a primemover; an accumulator; a power integrator operatively connected to theprime mover and the accumulator and selectively able to draw power forthe vehicle from the prime mover, the accumulator, or a combinationthereof; and a unidirectional coupling, or clutch, inserted between thepower integrator and the prime mover to allow torque to travel only inone direction, from the prime mover to the power integrator. Theaccumulator may comprise the whole or a part of the frame of thevehicle.

In yet a further aspect of the invention, there is provided a method ofmoving a vehicle using hybrid power sources, the method comprising:providing a prime mover on the vehicle; providing an accumulator suchthat the frame of the vehicle is comprised wholly or partly of theaccumulator; and connecting a power integrator to the prime mover andthe accumulator and selectively drawing power for the vehicle from theprime mover, the accumulator, or a combination thereof according to theneeds of the vehicle and the amount of energy stored in the accumulator.Preferably, unused energy generated by the prime mover is converted tohydraulically stored energy in the accumulator.

In summary, the invention in one aspect provides a hybrid hydraulicsystem whose objective is to address the economic and technicalobstacles confronting hydraulics and its use in terrestrial vehicles,adding benefits not believed available with the prior art. By hybridhydraulic system is generally meant a vehicle with both a prime mover orengine and an associated hydraulic system for energy storage which isable to store both unused energy from the prime mover as well as recoveror harness braking energy, and the selective use the prime mover andhydraulic system depending on the needs of the vehicle as well as theamount of stored energy currently in the accumulator.

In accordance with one aspect of the invention, there is provided theuse of an accumulator which is in whole or in part the frame of thevehicle. Such a configuration potentially overcomes one of the majordrawbacks for the implementation of such hydraulics, namely, the largeweight and volume per unit of stored energy of the accumulator. At thesame time, this aspect of the invention allows for much largeraccumulators than were previously possible, since the accumulator weightand volume is no longer as significant a consideration. The utilizationof the frame or at least a part thereof as the accumulator allows anincreased dimension of the accumulator, and may also allow for periodsof operation of the vehicle without the prime mover running, saving onboth fuel and emissions, as engines and electric motors consume unloadedabout 40% of the maximum consumption or current in the case of theelectric motors. It also allows its benefits to be applied to largervehicles.

With this much larger accumulator, with a small weight/volume penalty,is now possible to shutoff the engine when the accumulator is full, andin doing so, the vehicle can run several minutes without the enginerunning, saving a large amount of energy.

When the prime mover is running, it will always do so at the maximumtorque with the proper rpm (revolutions per minute), it's most efficientpoint. If, however, the operation of the vehicle does not fully needthis power, a secondary or charging pump, will be activated for thepurpose of reloading the accumulator with the available energy which isbeing generated by the prime mover, but not being used by the vehicle.Furthermore, the hydraulic motors will do the same when braking, namely,harness energy from the braking operation to charge the accumulator. Theprime mover then, when running, will do so only at its optimumefficiency almost all the time.

This use of the accumulator as the frame of the vehicle could be used byother hydraulic or mechanical drive systems that require an accumulator,benefiting then, of the enormous advantage of this arrangement.

When more torque is needed at the wheels, which occurs mainly at thetime of high acceleration of the vehicle, the accumulator flow will opento the suction side(boosting) of the power integrator, making the storedenergy available for use and thereby contributing such stored energy inorder to assist the prime mover to accelerate the vehicle. It will ofcourse be appreciated that one important consequence of this arrangementis the potential use of smaller prime movers for the same weight andacceleration vehicles. If the pressure or energy coming from theaccumulator is too high, the secondary pump will then send the extraenergy back to the accumulator. In some cases, the invention may provideseveral settings of operation for the speed of the prime mover, such as:urban traffic (low), freeway (middle) and mountain (faster).

The coordination of the operation of the system, and optimally selectiveuse of the prime mover and accumulator and their relative contributionto the vehicle at any given time, is preferably accomplished with acomputer control and programmed software. In one embodiment of theinvention, one version of the controls allows for the use of one pedalor joystick to control speed, direction, acceleration and braking. Witha joystick being used, the elements of steering can be added, resultingin a vehicle which may be much simpler to control and much safer tooperate. Further, the use of a continuous automatic transmission inaccordance with an aspect of the invention allows for even greaterefficiency and potentially lower emissions.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of hybrid hydraulic system schematicsin accordance with one aspect of the invention;

FIG. 2 is a schematic side view of a commercial van, using a hybridhydraulic system in accordance with one aspect of the invention;

FIG. 3 is a top view of the van shown in FIG. 2 of the drawings; and

FIG. 4 is a view of a cutaway of the van along line A-A in FIG. 2 of thedrawings.

DETAILED DESCRIPTION OF THE INVENTION

One preferred embodiment of the present invention is illustrated in FIG.1 of the drawings. It should be appreciated that the embodiment shown inFIG. 1 of the drawings is representative of a hydraulic schematics, andvariations and modifications may be made in accordance with theinvention.

FIGS. 2, 3 and 4 of the drawings comprise illustrations in schematicformat of a vehicle sample application incorporating one preferredembodiment of the system on a commercial van. It should be understoodthat this is for illustration purposes only and the scope of theinvention is not in any way limited by the use of this example.Furthermore, the system of the invention may be used on many types ofvehicles as well as vehicles having different types of prime movers,including electric motors and internal combustion engines (ICE).

With reference to FIG. 1 of the drawings, there is shown a preferredembodiment of one hydraulic circuit which falls within the scope of theinvention. FIG. 1 of the drawings shows schematically an accumulator 1,the gas container, which simultaneously comprises and operates as theload bearing frame of the vehicle on which it may be installed. An oiland gas accumulator 2 is also provided and this accumulator may beseparate from the accumulator 1, but both gas sides connected, or couldbe installed inside the accumulator 1.

The accumulators 1 and 2 may in certain embodiments be combined into asingle accumulator, or accumulator 2 may be the whole frame of thevehicle, with oil and gas inside.

A prime mover 10 is provided which is, for example, an electric motor oran internal combustion engine. The prime mover 10 is connected via aunidirectional coupling or a clutch 26 to a unidirectional variablepower integrator 11 which integrates the prime mover 10 and thehydraulic system (to be described) for optimal energy usage. The primemover 10 is also connected along the same shaft to a unidirectionalvariable charge pump 12. This unidirectional coupling 26 allows for theoperation of the system when the prime mover 10 is not running, justusing the energy stored in the accumulator.

The power integrator II is controlled by a servo valve 9, while thecharge pump 12 is controlled by a servo valve 8. Both of the servovalves 8 and 9 receive the appropriate signals from a controller 27which receives input from the system and controls energy deploymentbased on such input. The accumulator 2 has an electronic oil levelindicator 37 that signals the amount of oil in the accumulator 2 to thecontroller 27. If the amount of oil in the accumulator 2 is large, thesignal from the controller 27 to start the system will not launch theprime mover 10, but rather utilize stored energy in the accumulator 2.If, however, the signal from the accumulator 2 indicates a low amount ofoil in the accumulator 2, the prime mover 10 will automatically bestarted at a set rpm, so that sufficient flow will be available topropel the vehicle.

Once the prime mover 10 is activated and starts running, the powerintegrator 11 and the pump 12 will have zero flow initially. The pump 12will flow immediately after, charging the accumulator 2 and 1, with theavailable torque generated from the prime mover 10, via check valve 6,taking oil from the tank 16. Note that FIG. 1 shows several tanks withreference numeral 16. However, there is generally only one tank 16.Multiple representations of the tank 16 are shown for simplerunderstanding.

The power integrator 11, once it receives a signal to go to a certainflow, will take oil from the tank 16, via check valve 17, and send suchoil to the hydraulic motors 14 (and 15 if so built) via flow meter 35,check valve 40, solenoid valve 13 (only one version shown) andcontrolling block 18. The block 18 may have several functions includingthat of relief valve, differential control effect, ABS, flow sharing,and the like. The flow of oil will be the same independent of thepressure. There are two anticavitation valves 19 that could be part ofthe block 18 that go to tank 16, in order to avoid vacuum to occur.

A pilot line 41 extends to a pilot operated three way, two positionvalve 4. When the pressure on line 41 reaches a certain value, the valve4 will open the output of the hydraulic motors 14 and 15 to tank 16. Ona braking generating mode, the valve 4 sends the output flow of themotors 14 (and motors 15) via check valve 25 and valve 42 to theaccumulator 2. If the accumulator 2 reaches a certain pressure, oil isdischarged back to the tank 16 via relief valve 7 or to the inlet of thepump 11. The valve 42 is just a service valve that isolates theaccumulators 1 and 2 for safety purposes. The safety and/or auxiliarybrakes are not represented here.

If the output pressure of power integrator 11 reaches a certainthreshold, a pilot line goes through solenoid valve 36 (two way, twoposition) to the pilot valve 20, which is a three way, two positionvalve. The output of valve 20 goes through solenoid valve 33, a threeway, two position valve, and controlled orifice 39 to open a pilotoperated check valve 5. This action connects the high pressureaccumulator to the suction of the power integrator 11, to allow for anelevated pressure at the output of the power integrator 11, obtaininghigher accelerations of the vehicle with a much smaller engine (50% orless). The main output flow of power integrator 11 is controlled by saidpower integrator 11 and recharge pump 12. Any over speed of the primemover 10, detected via speed sensor 31, causes the pump 12 to send theextra energy back to the accumulator 2 and 1, and in so doing, has theeffect of maintaining a constant speed at the common shaft.

When the prime mover 10 is not running because enough energy is storedin the accumulator 2 (+1), the running mode for this situation will nowbe described. The solenoid valve 36 is energized, closing the pilot lineto the pilot operated valve 20. The solenoid valve 33, a three way, twoposition valve, is energized opening the accumulator 2 via check valve 5to the inlet of power integrator 11. The speed of the vehicle, given bythe output flow of the power integrator 11, will be controlled by theswash plate position of the power integrator, and the set rpm of thesystem, via charge pump 12.

A pedal 29, or a joystick 34, command a position sensor 30 thattransmits signals to the controller 27 with information as to what speedis desired, and what acceleration or braking rate is required. Internalcontrols in the controller 27 may be programmed in order to limit boththe acceleration and braking or deceleration rate to a given maximum. Aswitch 38, which is an on-off switch, may be provided to allow forreverse operation when needed.

Both the pedal 29 or the joystick 34 go to zero output when released.If, at that point, prime mover 10 is running, it will continue runningonly until the accumulator 2(+1) is full, loading it via charge pump 12and associated servo control valve 8. In that condition, the powerintegrator 11 is not creating any output flow for moving the vehicleacting as the operating brake and the vehicle is hence at a standstill.If the joystick 34 is supplied with an auxiliary sensor, then such ajoystick may also be able to additionally control steering. This is notapplicable, of course, to vehicles running on rails, but all the otherfunctions would be available.

Several pressure transducers 32 are provided in the system in order toallow for the controller 27 to know the instantaneous pressure inseveral parts of the hydraulic circuit, and react properly thereto forboth the operation as well as the safety of the vehicle.

Some auxiliary hydraulic functions may also be present in the system.Thus, a charge pump 23 may be provided and comprises a low flow, lowpressure pump powered by a small electric motor 22. The charge pump 23could also be powered by the main shaft of prime mover 10, mounted afteror beyond the position of the charge pump 12. A strainer 24 associatedwith the tank 16 facilitates the flow to the inlet of the pump 23, whilethe output of pump 23 goes to a filter 28, relief valve 21, cooler 43,and back to tank 16.

FIG. 2 of the drawings schematically illustrates a side view of a vanincorporating the hydraulic drive system of the invention. FIG. 2 showsa van including wheels 3. Front wheels 3 contain an ABS system 45, andan accumulator 1 as the frame of the van. In FIG. 3 of the drawings, thevan is shown in top view, and includes a power unit 44, including in ita prime mover 10, power integrator 11, charge pump 12 and otherhydraulic and electrical paraphernalia, floor 52, an accumulator 1 and 2(which may be separate, combined into one unit or only 2 is the frame),CNG or Diesel tank 51, and hydraulic drive motors 14 and 15. Hydraulicdrive motors 14 and 15 are associated with the wheels 3. Also shown inthis figure are the driver seat 48, the passenger seat 49, compensationbar 46 and shock absorber 47. The van includes transmission shaft 55.FIG. 4 of the drawings shows a section of the van 10 through line A-A inFIG. 4 to further illustrate the integration of a hybrid power systeminto the vehicle, in this case a van, including main suspension 56.

The invention, in one aspect, thus provides for a hybrid hydraulicseries system for a vehicle that will automatically send the requiredhydraulic flow at the required pressure to the hydraulic propulsionmotors according to an electric signal, wherein any rotational device,capable of an output torque operates as the prime mover of the vehicle.The system includes an accumulator and is configured so as to rechargesaid accumulator with the extra power available, and not being utilizedby the vehicle, from the engine or electrical motor when running.

The system, in one embodiment, allows for the running of the vehiclewithout the main power source being on, under full speed control andusing the energy needed from that which has been stored in theaccumulator.

In one form, the hybrid hydraulic system of the invention uses aunidirectional coupling or clutch connected between the prime mover anda main pump, thereby allowing torque transmission only in one directiononly. The hybrid hydraulic system may carry an auxiliary pump forancillary services, propelled by an electric motor with power suppliedfrom the battery or the mains. The auxiliary pump may be directlyconnected to a shaft driven by the prime mover, along with a powerintegrator and the accumulator recharge pump.

In a preferred embodiment of the invention, the hybrid hydraulic systemhas a driver interface, which may be comprised of at least one footpedal or a joystick to control, for example, vehicle speed, accelerationand braking. The steering of the vehicle could also be incorporated intothe joystick control features when applicable and desired. As opposed tostandard vehicles, our system sends instructions to the wheels toaccelerate and run at the instructed speed, instead of just sending ahigh torque to the wheels.

In accordance with an aspect of the invention, the braking energyproduced by the vehicle will be passed to the accumulator. If theaccumulator is full, the prime mover of the vehicle is stopped and thevehicle will then continue its operation by utilizing the energy storedin the accumulator. The prime mover will be restarted automatically whenthe accumulator reaches a lower set value, which can be selectivelyprogrammed into the system.

The hybrid hydraulic system may have hydraulic motors which may be ofthe piston type, single or double flow capacity, and connected inseries, parallel or a combination as considered most appropriate in thecircumstances. The valves may have slippage and ABS controls, and thenon-powered wheels of the vehicle may have also brakes with ABS.

In a preferred form of the invention, for higher speed vehicles thehydraulic motors are mounted on the frame of the vehicle and notdirectly on the wheels. They may be connected to the wheels withuniversal joints shaft. For lower speed applications, and ones where nosuspension devices are provided, the hydraulic motors may be part of thewheel.

Preferably, the unidirectional variable flow pump may constitute a powerintegrator, since it can receive high pressure flow at its suction fromthe accumulator, and may also receive mechanical input from the primemover. This power integrator selects upon command from the controller asa power source the prime mover, the accumulator, or a combination of thetwo in proportions which take into account the needs of the vehicle(acceleration, speed, braking etc.). The output flow from the powerintegrator goes to the driving hydraulic motors. The charging pump isconstantly changing the reserve of energy available in the accumulator.

The hybrid hydraulic system may have a secondary unidirectional variablecharge pump on the same shaft as that of the power integrator. Thissecondary unidirectional variable charge pump recharges the accumulatorif the prime mover has extra torque and/or the accumulator have extraoil pressure.

The hybrid hydraulic system further comprises a controller which isprogrammed with software. This software may set a maximum accelerationrate and a minimum braking rate for the vehicle. The operator of thevehicle can thus choose a slower acceleration than the one set up in thecontroller, as well as a slower braking rate, by moving the pedal orjoystick at a lower rate of position change, or in other words moreslowly. The speed of movement of the pedal or joystick will thusdetermine the acceleration and braking rates.

In accordance with one aspect of the invention, the hybrid hydraulicsystem may have an ICE prime mover which may have several speed settings(rpm) for different applications. The settings are such that any newsetting will create a new constant rpm, using a governor; the saidsettings will be close, up or down, from the maximum torque rpm of theICE.

The prime mover in a vehicle having the hybrid hydraulic and prime moverpower centers may be much smaller (less than 50%) than that required ina vehicle having a prime mover which is alone required to produce thesame speed and acceleration in a similar vehicle without the hybridhydraulic power.

When the system of the invention is applied to or used on rail cars,each car may optionally have its own motive power which may becontrolled by wireless input. As a consequence, locomotives may beeliminated and trains can be easily coupled and uncoupled using thehydraulic power system of the invention.

In a preferred embodiment of the invention, the hybrid hydraulic systemmay have a large accumulator which is in whole or in part the frame ofthe different vehicles on which it is mounted or installed, suchvehicles including automobiles, taxis, vans, buses, trucks, subway cars,tramway cars, railroad cars, tractors, excavators, caterpillars, tanks,airplanes, forklifts, military gear, and the like. The list providedabove is not intended to limit the type of vehicle that may be used withthe invention, but is only a representative sample illustrating thediversity of the applications for the system of the invention.

The hybrid hydraulic system used for the accumulator as the frame of thevehicle may be comprised of pipe or tubing. The tubing may be comprisedof one or several large tubing components or pipes, or smaller pipes ortubing welded together forming the vehicle frame or smaller pipes ortubing welded together like in a steam boiler. An appropriatecombination of sizes and shapes may be used in a specific applicationaccording to the needs of the situation.

In one embodiment of the invention, the hybrid hydraulic systemcomprises a linear transducer which sends a signal to the controllerindicating the volume of oil in the accumulator.

PART NAME

FIG. 1

-   -   1 Frame/Accumulator    -   2 oil/air accumulator    -   3 Vehicle wheels    -   4 Pilot operated valve/three way/two pos.    -   5 Pilot operated check valve    -   6 Check valve    -   7 Pressure relief valve    -   8 Servo control Pump 12    -   9 Servo control Power Integrator 11    -   10 Prime mover    -   11 Power integrator    -   12 Recharge pump    -   13 Reverse valve 4 way/two position    -   14 Hydraulic motors    -   15 Hyd. motors for multiple wheels propulsion    -   16 Hydraulic Reservoir    -   17 Check valve    -   18 Multiple function block/slippage, ABS    -   19 Check valve    -   20 Pilot operated valve/three way/two pos.    -   21 Low pressure relief valve    -   22 Auxiliary electric motor    -   23 auxiliary charge pump    -   24 Strainer    -   25 Check valve    -   26 Electric clutch or unidirectional coupling    -   27 Controller    -   28 Filter    -   29 Foot pedal    -   30 Position sensor    -   31 Main shaft speed feedback    -   32 Pressure sensor    -   33 Solenoid valve three way/two position    -   34 Joy stick    -   35 Flow transducer    -   36 Solenoid valve two way/two position    -   37 Position transducer for accumulator    -   38 on-off switch for forward/reverse    -   39 variable flow control orifice    -   40 Check valve    -   41 Pilot line    -   42 on-off ball valve    -   43 Oil cooler

FIGS. 2,3 and 4

-   -   44 Power unit    -   45 ABS non powered wheels    -   46 Compensation bar    -   47 Shock absorber    -   48 Driver Seat    -   49 Passenger Seat    -   50    -   51 Diesel or CNG tanks    -   52 Floor    -   53 suspension lever    -   54 suspension shaft    -   55 Transmission shaft    -   56 Main suspension    -   57    -   58    -   59    -   60    -   61

The invention claimed is:
 1. A method comprising: providing anaccumulator, wherein said accumulator is composed of one or more steeltubes that comprise a metal frame of the chassis of a vehicle having avehicular longitudinal axis, wherein each of said one or more steeltubes has a longitudinal axis and does not deviate from the longitudinalaxis of each of said one or more steel tubes, wherein said one or moresteel tubes has ends and lateral sides, wherein said lateral sidescomprise attachment surfaces for structural elements, wherein thelongitudinal axis of one of the steel tubes is oriented along thevehicular longitudinal axis; storing vehicular running energy in saidaccumulator as compressed gas; and using said accumulator with one ormore mechanical or hydraulic transmission systems for running thevehicle.
 2. An accumulator comprising: one or more steel tubes thatcomprise a metal frame of the chassis of a vehicle having a vehicularlongitudinal axis, wherein each of said one or more steel tubes has alongitudinal axis and does not deviate from the longitudinal axis ofeach of said one or more steel tubes, wherein said one or more steeltubes has ends and lateral sides, wherein said lateral sides compriseattachment surfaces for structural elements, wherein the longitudinalaxis of one of the steel tubes is oriented along the vehicularlongitudinal axis; wherein said accumulator stores vehicular runningenergy as compressed gas; and wherein said accumulator is used with oneor more mechanical or hydraulic transmission systems for running thevehicle.